William l



INVENTORI w. L. CARD & J. NOBLE.

Automatic Gar-Brake.

V Patented Jan. 6, 1880.

FIG. J.

-PETERS, PHOTQ-UTNOGRAPHEH. WASHING ON, D c.

UNITED STATES PATENT OFFICE.

WILLIAM L. CARD, OF MOBERLY, AND JAY NOBLE, OF ST. LOUIS, MISSOURI,ASSIGNORS TO CARD AUTOMATIC BRAKE COMPANY.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 223,317, dated. January6, 1880.

Application filed August 13, 1879. i

To all whom it may concern Be it known that we, WILLIAM L. CARD, of

Moberly, Randolph county, State of Missouri,

and JAY NOBLE, of the city of St. Louis, in the State of Missouri, haveinvented certain new and useful Improvements in Automatic Car-Brakes, ofwhich the following is a full, clear, and exact description, referencebeing had to the accompanying drawings, and to the letters of referencemarked thereon.

Our invention may be considered an improvement upon that described inLetters Patent granted to W. L. Card, and dated August 27, 1878, thesame ends being accomplished, but by means that vary from thosedescribed in the said patent.

In our present improvement the automatic effect is produced by means ofa weighted revolvin g bar or frame pivoted toasleeve, which surroundsand is clamped upon the axle, and which has upon it an endwiseslidingcollar, which is actuated by the revolving bar or frame. It also has afixed collar of a similar form. The sliding collar acts throughthemedium of alever upon the draw-plate orpull-rod through which thedraw-lever acts upon the brake-lever to set the brakes.

An important feature of the present improvement consists in the means bywhich a suitable fulcrum is secured for the above-mentioned lever, whichis actuated by the automatic device upon the axle, and controls thesidewise motion of the draw-plate or pulhrod.

It will be readily seen that when the brakes are applied the trucks areheld back and the body of the car will surge ahead of them one or moreinches also, that in passing over in equalities in the track and aroundcurves the trucks will have an up-and-down and sidewise motionindependent of and to quite an extent difi'erent from that of the bodyof the car; and, further, that the relative position of the car body andaxle is changed by loading and un loading, as well as by the side lurchof the carbody upon the hangers independent of the trucks. This fulcrumis obtained by means of a lazy bar or tongs similar in form to the leverunder discussion, one end of which is secured to the floor-timbers ofthe car and pa-rtakes of all 50 the motions of the car, and the otherend of which straddles the fixed collar of the automatic device upon theaxle and partakes of Y all the motions of said axle. The aforesaid levermay therefore be fulcrumed upon this lazy-tongs support at any pointbetween where it straddles the collar and where it is attached to thecar-body, and. the various independent movements of the car body ortrucks will not interfere with the office of this lever to control theside motion of the draw-plate or pullrod.

Another important feature of the present improvement is the manner ofconstructing the draw-plate or pull-rod of a single piece; also, themanner of connecting it to the bracket on the inner end of the draw-bar,so that it is free to oscillate in any and all directions.

Another new and important feature is the introduction of a groovedpulley in the outer end of the lever, which communicates the power fromthe draw-bar to apply the brakes. It will be observed that one end ofthe chain which passes around this'pulley is fastened to one of thecar-timbers, and the other end is attached to the brake-rod of thehand-brake mechanism. From the fact that the length of this lever islimited by the distance from the center (sidewise) of the car and theinner side of the car-wheels, (allowing for curvatures of track,) andthe further fact that its throw is limited at its short end by themovement of the draw-bar, this pulleyis introduced to increase thetravel of the brake-rod, to which the chain is attached.

By varying the relative position of thepoint at which the end of thechain is attached to the car-timbers and the fulcrum'pin of the leverwhich carries the pulley the travel of the brake-rod may also be variedto quite an extent, and thereby adjusted to the conditions of thedraw-bar which actuates it.

The construction of this apparatus is such as to make it easy ofattachment to any car without injury to or change of any of itsparts.

In the drawings, Figure 1 is an inverted plan of one end of a car-truckand car.- Fig. 2 shows the revolving weighted bar or frame in side view,the axle in transverse section, and a side view of the lever. Fig. 3 isan enlarged view of the revolving bar or frame and the sleeve to whichit is connected. Fig. 4 is a side view of the brake-lever and groovedpulley. Fig. 5 is an enlarged view of the hooked pull-rod or draw-plate.Fig. 6 is a detail view, showing a modification of the hook end of saidarm. Fig.7 is a detail view of the bracket which is attached to theinner end of the draw-bar, and which carries the pull-rod.

A is one end of the car-body. B B are the ordinary draft-timbers securedto the bolster floor-timbers and end sill of the car, and in or uponwhich the draw-bar O has bearing and is attached, by means of lugs,followers, 850., in the usual manner, so as to admit of the commonendwise movement. D is a lug or bracket, which may be secured upon orattached to the-rear part of the draw-bar by means of the bolt whichpasses longitudinally through the draw-bar pocket, and also the springand follower plates or other suit-able bolts, for the purpose ofconnecting the inner end of the draw-plate or pull-rod E to the rear orinner end of the draw-bar O.

E is the draw plate or pull rod, the inner end of which passes throughthe bracket D, and has a fixed collar, 6, bearing against the outer sideof the bracket, and a loose collar, F, which bears against the shoulderc on the draw-plate or pull-rod, to prevent binding upon the bracket D,and thus allow a free movement to the pull-rod.

The loose collar F bears against a rubber or other suitable spring, Sr,which, in turn, bears against another collar, F, held on the inner endof the draw-plate or pull-rod by a nut, F The draw-plate or pull-rod Ehas a side hook, H, to engage a pin, 1', at one end of the brakelever I,to actuate said lever by the inward movement of the draw-bar when thecars come together.

The brake-lever I consists of two parallel bars, which straddle thefulcnnn-bracketJ at tached to one of the draft-timbers.

j is the fulcrum -pin of the lever I. K is a grooved wheel or roller atthe opposite end of the brake-lever from the pin t. Around this rollerpasses a chain, L, one end of which is 7 attached at a suitable point tothe timbers of the car, and the other end of which is con nected to theordinary brake-rod M.

N is a lever, connected at one end by a rod, 0, to the end of the pullrod E. The other end of this lever has a yoke, 02 n, which embraces thesliding collar P upon the sleeve Q, which is made in duplicate halvesand clamped upon the axle R by suitable lugs and bolts q and set-screwsg. This yoke rests in a circumferential groove in the collar P, so thatthe sliding movement of the collar causes an oscillation of the lever N.The collar P is made in duplicate halves, which are secured togetheraround the sleeve Q by lugs and bolts (1 S is a single or double plateor link, one end of which is secured by a loose pivotjoint to the lazybar or tongs Y near its center, the other end of said plate or linkbeing secured in a similar manner to the lever N, as shown in Fig. l,and thus constitutes the fulcrum for the lever N, as well as a support,by means of the spring at, as shown in Fig. 2, for both the lever andthe. lazy-bar.

Y is the lazy bar or tongs, one end of which is secured at a suitablepoint and ina suitable manner to the under side of the car body or timbers, and having at the other end a yoke, t t, which embraces and iscarried in a circumferential groove of the collar U, fixed upon thesleeve 0.

V is a link, connecting the sliding collar P to the weighted bar orframe W, pivoted upon a shoulder or pin, 10, extending radially from thesleeve Q. There are two of the links V, one on either side of thesleeve, connecting each bar of the frame W to opposite sides of thecollar P.

O is a short connecting rod or link, which connects the end of the leverN to the end of the pull-rod E, its length being varied by nuts, asshown.

X X are weights at the ends of the frame W, secured by bolts, as shown,the purpose of which is to cause the frame W to assume a position nearlyat right angles to the axle when the axle and the sleeve Q; upon it arerotating at ordi nary speed. This position of the frame W pushes thesliding collarP to the position shown in Fig. 3, and through thedescribed means brings the hook E into line of engagement with the pin6, so that when the cars are run ning and the engineis checked up, sothat the draw-bars are driven inward, the brakes are set by thedescribed means.

3 are spiral springs, of which there are two, connected at one end tothe collar P on the sleeve Q; and at the other end to the frame WV uponthe end opposite to that to which the link V is connected. The action ofthe spring y is to draw the weighted frame W and collar P into theposition shown in Fig. l on the stoppage of the cars and consequentcessation of rotation of the axle with its sleeve (3. This movement ofthe frame XV throws the hook H out of line of engagement with the pin t,so that the cars may be moved forward and backward at a slow speedwithout the brakes becoming set by the inward movement of the draw-bar;but as soon as the movement of the ear attainsan ordinary runnin speedthe frame assumes the position shown in Fig. 8, and then the inwardmovement of the draw-bar causes the application of the brakes Z to thewheels a. It should be borne i n mind, however, that when the train hasstopped and the hook H is disengaged from the pin 1' of the lever I, asdescribed, then, if the train is backed, an inward movement of thedraw-bar takes place, which carries the hook H to the inner side of thepin 1', thus preventing its engagement therewith so long as the enginecontinues to push backward; but, upon shutting off steam and allowingthe train to stretch,'the hook H will immediately engage with the pin1', and the setting of the brakes IIO the change in position.

on the forward car will immediately set all the rest.

The yoke ends of the lever N and lazy-bar Y are suspended upon a spiralspring, at, or other suitable support, to lessen the friction of theyokes in their bearings.

It will be observed that some of the attachments are made to thecar-body A and others to the truck-frame b and axle It. Consequentlythere must be some freedom of movement in the various parts toaccommodate the move ment of the car relatively to the truck. For thispurpose the yokes n n and t t are elongated, as shown, and the variousjoints are so constructed as to allow the necessary freedom of movement.

In Fig. 6 is shown a modification of the hooked end of the pull'rod E.In this there is a closed slot, 6, in which the pin z works, the hook Hprojecting from one side of the slot.

As another modification, it is obvious that the weighted frame Wmay belocated at the opposite side of the sleeve P to that on which it isshown and described, the connecting parts being slightly modified toaccord with Also, that the automatic device upon the axle, consisting ofthe sleeve Q, frame W, lever N, lazy-bar Y, 850., may be changed overonto the inner axle of the truck, and one end of the lever N connectedto the extreme inner end of the pullrod E, with but slightmodifications, if desired.

The prongs n n of the lever N and t t of the lazy-bar Y may be coveredwith rawhide to prevent wear; or an iron, steel, or brass tube may beslid on over them to receive the wear, and be renewed when worn out. Thesame object may be accomplished with the collars U and P by lining themwith rawhide or a suitable metallic lining.

The sleeve Q may be fastened upon the axle by winding upon said axleeither rubber packing, heavy packingpaper, or other suitable materialsufticient to cause a proper resistance when the sleeve is clampedthereon byv means of bolts through the lugs q.

The hook H may be made of steel, separate from the pull-rod E, and soconstructed as to be easily attached to and removed therefrom.

The collar 0 upon the pull-rod E maybe made adjustable, if desired.

The spring G may be compressed so as to afford any required resistancewithout clamping or binding upon the bracket D, as the pressure isreceived upon the shoulder e.

We claim as our invention 1. The combination of the lever N, yoke a n,fulcrum-link S, springn,lazybar Y, yoke t it, link 0, and pull-rod E,substantially as set forth.

2. The automatic device or governor con sisting of frame "W, weights X,connecting the two arms of said frame at each end, sliding collar P,sleeve Q, springs y, link V, and attached to the axle of a railway-carfor transmitting power by means of suitable transmittingbars andconnections, thereby coupling and uncoupling the draw-bar of arailroad-car from the brake mechanism.

3. The brake-lever I, consisting of two parallel bars, grooved pulley K,secured within one end thereof, fulcrum-bracket J, chain L, attached atone end to the timbers of the car and at the other end to the brake-rod,substantially as set forth.

4. The draw-rod E, provided with fixed collar c, loose collars F F,spring G, shoulder 0", and nut F for coupling said rod to the bracket D,substantially as and for the purposes set forth.

5. The combination of the axle R, sleeve Q, weighted frame W, link V,spring I, sliding collar P, and fixed collar U with the lazy-bar Y,fulcrum-link S, springhanger n, and lever N, substantially as and forthe purpose set forth.

6. The combination of the axle It, sleeve Q, weighted frame W, link V,spring 1, sliding collar P, fixed collar U, lazy-bar Y, fulcrumlink S,and lever N with connectingrod O, pull-rod E, bracket D, and thedraw-bar of a railroad-car, substantially as set forth.

7 The combination of the axle R, sleeve Q, weighted frame W, link V,spring 1, sliding collar P, fixed collar U, lazy-lever Y, fulcrumlink S,lever N, connecting-rod O, hooked pullrod E, bracket D, and draw-bar (lwith the lever I, fulcrumed at t' upon the bracket J, bolted to one ofthe draft-timbers of arailroadcar, substantially as set forth.

8. The combination of the axle R, sleeve Q, weighted frame \V, link V,spring y, sliding collar 1?, fixed collar U, lazy-bar Y, fulcrumlink S,springhanger n, lever N, connectingrod 0, hooked pullrod E, lever I,grooved pulley K, and chain L with the ordinary hand-brake mechanism ofa railroad-car, substantially as and for the purpose set forth.

9. The combination of the lever N, having yokes it a, sliding collar P,and governorsleeve Q, substantially as and for the purpose set forth.

10. The combination, in an automatic carbrakc mechanism, of thegovernor-sleeve Q, formed in two pieces, and provided with ears andbolts q and set-screws q, by which they are secured together andattachedto the axle, substantially as set forth.

11. The pull-rod E, formed with a hook, H, as shown and described.

WILLIAM L. CARD. JAY NOBLE. Witnesses as to signature of Wm. L. Gard:

E. R. MoFFA'rr, GEO. H. KNIGHT. Witnesses as to signature of Jay Noble:

M. MCKEAG, E. A. KING.

